Rail coupling



June 25, 1957 A. F. ANJEsKEY 2,796,839

^ RAIL COUPLING Filed July l5, 1954 United States Patent RAIL COUPLING Alphonse F. Anjeskey, Cleveland, Ohio, assignorto I`he Cleveland Crane & Engineering Company, Wicklltfe, Ohio, a corporation of Ohio Application July 15, 1954, Serial No. 443,611

6 Claims. (Cl. 104-89) The present invention relates to overhead carrier sys tems and to a coupling or splice structure for connecting the adjoining ends of adjacent beam-type rails of an overhead monorail system and, more particularly, the splicing of overhead beam-type rails of the character manufactured and sold by the Cleveland Tramrail Division of The Cleveland Crane & Engineering Company under the name Arch Beam.

In the construction of overhead carrier systems comprising suspended overhead rails of the beam-type and having horizontally extending flanges adjacent to the lower edge of a vertical web and on which anges pairs of carrier wheels travel, it has always been necessary to form the rail joints at, or quite close to, the hangers by which the rails are suspended. The hangers are generally suspended from the overhead building structural framework, the pattern of which generally varies with each building and is determined by considerations other than the support of the monorail system used therein. The result is that each monorail system must be tailored, so to speak, to the individual building in which it is to be installed. This generally requires that the rails be cut so that their joints fall below the overhead buildingframework and results in waste of material and the comsumption of considerable time and labor.

Prior to the present invention, there has been no known method or structure for splicing beam-type rails intermediate the rail hangers which has proved to be entirely satisfactory. One problem in splicing overhead beamtype rails is the difficulty of providing the necessary strength at the bottom of the rail, that is, adjacent to the carrier wheel supporting flanges inasmuch as the pairs of carrier wheels which travel along the opposite sides of the rails ride close to the central flange or web of the rails and leave little clearance on the side thereof, and the clearance between the bottom of the rails and the brackets or superstructure on which the carrier wheels are journaled in relatively close and, in some cases, there is no bottom clearance whatever as the bottom of the rails are engaged by traction wheels, etc. In some systems, for example, the particular system mentioned above, the carrier wheels have inwardly projecting hubs which further reduce the space between the wheels and the web of the rails.

The principal object of the present invention is the provision of a new and improved beam-type rail coupling structure for rails of the above-described type by which adequate strength can be provided adjacent to the bottom flange of the rail whereby a strong, compact rail joint can be formed that will require no direct support by hangers or the like, so that rail ends can be spliced at any point intermediate the rail hangers, and which will not interfere with the passage of carriage wheels along the rails.

A more specific object of the present invention is to 'provide a method and/or structure for forming a joint between ends of beam-type rails of the above-described r* 2,796,839 Patented June 25, 1957 structure for rails of the above-described type which can be used regardless of where the ends of the rails fall with relation to their arch configurations.

A further object of the present invention is to provide a method and/or structure for forming a joint between ends of beam-type rails of the above-described type which employs welds the majority of which are of the downweld type and which can be made quickly and easily with a minimum of time and effort.

The invention resides in certain constructions and combinations and arrangements of parts and further objects and advantages will be apparent to those skilled in the art to which it relates from the following description of the preferred embodiment described with reference to the accompanying drawings forming a part of this specifi cation, in which:

Fig. 1 is a fragmentary elevational view of an overhead carrier system embodyingthe invention;

Fig. 2 is a sectional view taken approximately on line 2-2 of Fig. l, and showing the carriage structure in dotdashed lines; and

Fig. 3 is a plan view of Fig. 1 showing the preferred method of joining the top flanges of the beam-type rails.

The rails B1 and B2 shown in the drawings are of the commercial construction previously referred to. Each rail comprises a lower, inverted T-portion 11 welded to an upper T-section portion 12 made from a standard I-beam, and having semicircular cut-out portions 12a, as shown.' The bottom T-section portion 11 has a pair of lateral flanges 13 projecting normally from each side of the bottom edge of the vertical flange or web `14. Lateral anges 13 each have a raised surface adjacent their outer edge in a manner providing a pair of treads 15 on which wheels W of the overhead carrier travel. The upper edge of section 11 may, in Vsome instances, also contain a pair Aof smaller lateral anges 16. The lower, inverted T-section 11 is usually made of medium to high-carbon steel and the upper T-section portion 12 is usually made of a low-carbon structural grade steel.

According to the provisions of the present invention, the end portions of adjoining rails are connectedkby a pair of coupling plates 20, 21 adapted to overlie adjacent end portions of the vertical webs of adjoining rails. The coupling plates are alike and have a unique configuration which may, for the purposes of description, be considered to consist of a lower portion 29 adapted to overlap adjacent end portions of the webs of the lower, inverted T- section portions 11 of adjoining railsrand an upper portion 30 adapted to overlap corresponding Yend portions of'lthe web of the upper T-section portion `12 of the rais.

The lower portion 29 of each coupling plate comprises a generally rectangularly-shaped portion 22 whose thickness corresponds to the normal clearance between the hub 23 of the wheel W of the carrierC and the web 14 of the bottom portion of the rail, and whose height corresponds roughly tothe height of the web of the bottomv portion, or, asshown, to the approximate distancebetween the axis of the wheel W and the bottom horizontal flanges. This rectangular portion has its lower, inside edge rounded, as indicated at 17, to receive the rails illet radius, and has a truncated, four-sided, pyramidal section 24 on its outer surface. The upwardly facing side or surface 2S`of the pyramidal section 24 is sloped downwardly and outwardly so as to provide passage for the hub 23 of the wheel W. The two end sides or surfaces 26 and 27 are sloped outwardly toward the center such that if a'wheel should strike either surface as it approaches the joint, it will be gradually forced outwardly mum thickness of the plate without damage to the carrier, etc. The lower pyramidal side or surface 28 is beveled to allow proper positioning of the weld material. Preferably, the lower edge 29 of the rectangular section 22 is also beveled to allow deeper penetration of the weld.

The upper portion 30 of the coupling plate previously referred to comprises a generally rectangular-shaped section. This upper section 30 has substantially the same width as the lower section 29, and has a height sufficiently great to extend above the top of the cutout arch-shaped sections of the beam. While this section may be of a generally rectangular shape, it is shown in the preferred ernbodiment as having its upper corners removed thereby giving a trapezoidal appearance.

In order for the coupling plate to be usable with beamtype rails having a pair of small lateral flanges i6 on the upper edge of their lower, inverted T-section portions, a longitudinal groove 31 is provided along the lower inside edge of the upper portion 30 in the region where it joins the bottom section 22 of the coupling plate. This groove extends across the full length of the plate and is sufficiently deep to permit the coupling plate to fit snugly against the vertical web of the beam. In some cases, the thickness of the coupling plate above this groove may be reduced to approach that of the web thickness of the top portion of the beam, as shown in the preferred embodiment. A slotted opening 32 in the remaining thickness of plate provided by groove 31 makes possible a weld connection between the coupling plate and the top portion of the lower inverted T-section, as will later be described. A Weld in this position ties the central region of the coupling plate to the rail structure and also transfers stress from the top portion of the lower, inverted T-section to the coupling plate. This center tie may not be necessary in all cases, for example, in those cases where the total height of the coupling plate is small. In some cases instead of having one slotted opening which overlies the joint between the rails, it may be advantageous to have two or more smaller holes or openings through the plate ori each side of the joint.

In forming a joint between the rails B1, B2, the ends of the rails are brought into aligned, abutting relationship and, if desired, temporarily secured in that position as by clamping the lateral flange of a structural beam to the bottom surface of the adjoining rails. The plates 20, 21 are then placed against opposite sides of the webs of the rails, are centered on the joint, and are held in that position by clamps or the like (not shown). The top anges of the rails may be welded directly together. In the preferred embodiment, however, a small plate 33 is utilized, which plate is welded to and overlies the joint in the top ange of the rail. This small plate makes it possible to use iillet welds in making this connection instead of butt welds. Fillet welds are easier to make and have the big advantage of utilizing the weld material in shear instead of tension and/ or compression.

Although several sequences of welding can be used to attach the rails, the preferred procedure consists in starting with a tack weld 34 on the front side of the rails, attaching the top portion of the webs, followed by a similar tack weld 35 on the back side of the webs. A weld seam 36 is then laid along the joint between the top portions of the webs on the front side of the rails followed by a similar weld seam 37 on the back side of the rails. A fillet weld 38 is laid along the front edge ofthe plate 33 beginning at one corner of the plate and extending to the center of its front side. A similar seam 39 is made on the back side of the rail. Fillet weld 40 is then made on the front side, starting at the other corner of the plate and extending to the point at which seam 38 stops. Fillet weld 41 is similarly made on the back side. Fillet welds 42, 43, 44, are made in a similar manner, in all cases, beginning at a corner and extending t0. thelcelntrlne of the plate. Weld seams 46and 47 are their made, one. on each so as to pass by the maxiside of the outside edges of the top tlange. Fillet welds 48 on the near side and 49 on the far side are then made between the top horizontal edge of the coupling plate and the web of the rail starting in each case at the outside edge of the plate and proceeding towards its centerline. Fillet welds S0 on the near side and 51 on the far side are similarly made. Following completion of the welds 50 and 51, welds 52 and 53 are made on the near and far sides, respectively, at the central, slotted opening in the plate, beginning at the edges of the opening and proceeding towards its center. Welds 54 and 55, near and far sides, respectively, are similarly made. Weld 56 is then made along the bottom edge of the coupling plate 20 beginning at point a which lies approximately one-quarter inch from the right-hand edge of the plate and proceeding to a point b beyond the centerline and overlying rail Bl in approximately the region below the left-hand edge of the outer surface 57 of the frustum. Weld 58 is similarly made on the back side of the rails. Weld 59 is then made along the bottom edge of plate 2t? beginning at point c which is approximately one-quarter inch from the lefthand edge of the plate and proceeding to point d below the right-hand edge of the surface 57 such that welds 55 and 59 overlap each other between b and d in the region overlying the rail joint. Weld 60 is similarly made along the bottom edge of plate 21 on the back side of the rails. It has been found that this welding procedure is effective in preventing distortion of the members and in accomplishing the welding operation with a minimum of warpage and distortion. While the small plate 33 is shown in the drawings as being used to elfect a joint between the top anges of the rail, it is not a necessary part of this invention and is shown only as a preferred means of accomplishing the welding procedure.

The heat generated in the welding operation may produce warpage of the rails and plates if the welds are improperly made. For this reason the above-described welding procedure and sequence is important. While the actual attachment of plates 20 and 21 has been described as beginning in the position between the top of plate 20 and rail B2, it can also be started in any other corresponding position provided the welding procedure is carried on in a similar manner.

It is apparent that the objects of the invention enumerated 'have been attained as Well as others, and that a compact rail coupling for overhead carrier systems has been provided which enables the splicing of beam-type rails at practically -any part of the carrier system irrespective of the location of the rail hangers, whereby considera'ble savings in time, material and labor may be effected in the installation of the system. It is further apparent that a coupling .structure for beam-type rails and a welding procedure rtherefor has been provided -Which utilizes yonly welds which are essentially of the down-weld type and which can be made easily and eiliciently. By forming the plates as described, they provide the necessary rigidity to firmly support the rail joint and yet do not interfere with the passage of the wheels on the carriage structure.

While the lpreferred embodiment of the invention has been described in considerable detail, I do not wish to be limited to the 4particular constructions shown and described which lmay be varied within the scope of the invention, and it is my intention to hereby cover all adaptations, modiiications and alternative constructions that come within the spirit and scope of the appended claims.

Having thus described my invention, I claim:

1. A coupling member for an overhead carrier system having rail sections made up of a T-section and a wheel supporting inverted T-section attached thereto, an elongated plate having at least a portion of a lateral surface provided with a pyramidal projection shaped in the form of a -frustrum of an irregular pyramid, said pyramidal projection having its sides inclined with the Vertex near one side of the base for said pyramid, and at least one opening in said plate intermediate the inner end of said pyramidal projection and the remote end of said plate therefrom, where-by upon positioning said plate on said rail sections the plate way be readily welded t-o said rail sections adjacent the joint between said if-sections through said opening.

2. A coupling member for an overhead carrier system having rail sections made up of a T-section and a wheel supporting inverted --section attached to the lower edge of the web of said first mentioned T-section, an elongated rectangular plate having at least a portion of a lateral surface provided with a pyramidail projection shaped in the form of a frustrum of an irregular pyramid, -said pyramidal projection having its sides inclined with the vertex near one side of the fbase for said pyramid, at least one opening intermediate an end of said plate and said projection, and a longitudinal groove on the opposite surface of said plate from said pyramidal projection and extending along yan edge of said opening adjacent the pyramidal section to receive the joint between the T-sections, said latter surface having its edge near said projection rounded, whereby upon positioning the plate on the rail sections said plate overlaps the joint between said T-sections at said groove and may be readily welded to said rail section-s adjacent said joint between said T-sections through said opening.

3. A coupling member for an overhead carrier system having rail sections made up of a T-section having spaced cutout portions removed along its lower edge and a wheel supporting inverted T-section attached to the remaining portions of said edge or" said T-section, a plate having at least a portion of a lateral surface provided with a pyramidal projection shaped in the form of a frustrurn of an irregular pyramid, said pyramidal projection having its sides inclined with the vertex near one side of the base for said pyramid, at least one yopening intermediate an end of said plate `and said projection, and a longitudinal groove on the opposite surface of said plate from said pyramidal projection and extending along an edge of said opening adjacent the pyramidal section whereby upon positioning the plate on the rail sections `said plate overlaps the joint between said T-section at said groove and extends above the cutout portions of said T-section.

4. A coupling member for an overhead carrier system having rail sections made up of a T-section having spaced cutout portions removed `along its lower edge and a wheel `supporting inverted T-section attached to the remaining portion of said edge of said T-section, an elongated rectangular plate having at least a portion of Ia 'lateral surface provided with a pyramidal projection shaped in the form of a frustrum of an irregular pyramid, said pyramidal projection having its sides inclined with the wertex near one side of the base for said pyramid, at least one longitudinal opening intermediate an end of said plate and said projection, and a longitudinal groove on the opposite side of said plate from said pyramidal projection and extending along an edge of said opening adjacent the pyramidal section, said latter surface having its edge adjacent said projection rounded whereby upon positioning the plate on the rail sections said plate generally con-forms to the adjacent surface of said rail sections and overlaps the joint between said T-sections and extends above the cutout portions `of said T-section.

5. 'In an overhead monorail carrier Isystem including laligned rails made up of a T-section having spaced cutout portions removed along its lower edge and an inverted T-section attached to the remaining .portion of lsaid edge of said T-section `and carrier wheels adapted yand arranged to ride on said inverted T-section, said wheels being provided with an inwardly projecting hub spaced intermediate the rims of the wheels, elongated `rectangular plates disposed upon opposite sides of said rails at each of the joints thereto and welded to overlap -a portion of the adjacent aligned rail, said plates each `being provided with a projection extending into the area intermediate the fbottoms of the hubs and the flange engaging wheel rims, said projection being shaped in the yform of a frustrum of an irregular pyramid, said pyramidal projections having the sides inclined with the vertexes `adjacent said flanges, the opposite surfaces of said plates from the thus `defined pyramidal projections being provided with a longitudinal groove substantially in alignment with the joint between said T-sections, the latter surfaces ,of said plate having the edges near said projection rounded whereby said plates are adapted to extend along `said rails and above the cut out portions of said rail.

6. In an overhead carrier system having aligned rails made Aup of a T-section having spaced cutout portions removed along its lower edge and an inverted T-section 'att-ached to the remaining portions of said edge of said -T-section for supporting wheels adapted to ride thereon, elongated rectangular plates disposed upon .opposite sides of said rails at each of the joints thereto and welded -by means of down-weide to overlap a portion of the ladjacent aligned rail, said plates each having at least a. portion of a lateral surface provided with a projection shaped in the form of a frustrum of an irregular pyramid, said pyramidal projections having the sides arranged inclined with the vertexes adjacent one side of the base for said pyramids, at least `one longitudinal opening intermediate an end of said plates and said projection, the opposite surfaces ot said plates from the thus defined pyramidal .projections having the edges near said projections rounded and provided with longitudinal grooves extending along the edges `of said opening adjacent said projections whereby said plates are adapted to extend Ialong said rails with said rounded edges abutting the outwardly extending ange without obstructing the passage of the wheels on said flanges.

References Cited in the iile of this patent UNITED STATES PATENTS 432,101l 'Wald July 15, 1890 1,131,889 Wolhaupter et al. Mar. 16, 1915 1,906,683 Weiskopf et al. May 2, 1933 2,076,106 -Wehr Apr. 6, 1937 2,442,774 `McCarn June 8, 1948 2,443,387 Harris June 15, 1948 

